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Show ON- GROUNEDV IDENCDEE PICTSF INALRU SHT O PROMONTORY Bruce Powell L ocated on 2,735 acres of land at Promontory Summit, Golden Spike National Historic Site was established in 1965 to commemorate the completion of the nation's first transcontinental railroad. While the number of visitors to this revered Utah site has been growing, many are unaware that it also has a vast array of historic railroad construction features that date back to 1869. These remnants of a prior era in Utah's history are visible and accessi-ble for visitors to linger and study this historic landscape. The herculean task of constructing the first transcontinental rail-road was completed on May 10, 1869. This his-toric event is tremen-dously significant in our nation's history. It helped bind the nation together physically and spiritually following the Civil War. It also led to vast settlement and changes to the American West. The driving of the golden spike was also a pivotal event in Utah's history, marking a significant turning point for the early Mormon settlers. In short, the coming of the railroad ended Utah's pioneer era and brought a commercial and social cohesive-ness to the state's widely spread communities. To this day, the symbolism of the golden spike is omnipresent in northern Utah. It is particularly important for numerous residents whose ancestors had first- hand involve-ment with the construction and early years of transcontinental railroad operations. For nearby Ogden, a city that became " Junction City" after 1869, for both Utah and the Intermountain West, the beginning and perpetuation of cross-country rail travel is particularly significant. Being a unit of the National Park System, Golden Spike National Historic Site receives over 60,000 visitors each year and hosts a number of events and celebrations. Visitors have means to learn about and appreciate golden spike and rail-roading history. 62 UTAH PRESERVATION Regular programs at the Historic Site include replica steam locomotive demonstrations, trailside talks by park rangers, films on golden spike history, viewing of the last spike site, a regular schedule of re- enactment programs, interpretive auto tours along the his-toric rail route, and hiking and biking trails. Visitors learn about the massive construction effort undertaken in the I860s, the historic May 10th Golden Spike Ceremony, and the many results and impacts that ensued with a cross-country rail link. In addition to being a place for vis-itor use and historic appreciation of the nation's first transcontinental rail-road, Golden Spike National Historic Site also has a strong preservation mandate. National Park Service poli-cy stipulates that conserving historic and cultural resources is given empha-sis equal to providing services, facili-ties, and programs for park visitors. The historic resources at Golden Spike National Historic Site are vast. However, they are obvious only to vis-itors who take time to explore the out-lying lands in the historic site's bound-aries. While most visitor activities and programs take place on the 160 acres around the spot where the last spike was driven, many interesting railroad construction features are visible at other parts of the historic site. Perhaps the most important and striking landscape features are the orig-inal 1869 railroad grades built by the Union Pacific and Central Pacific Railroad companies. None of the origi-nal track remains; it was pulled out in 1942 for use in the war effort. Yet the remaining rail bed is very well pre-served for being over 129 years old. Extending both east and west of the Last Spike Site, the historic site con-tains a 15- mile section of the parallel historic transcontinental railroad grades. This section bisects the Promontory Mountains and is one of the most spectacular and best pre-served sections along the original route. The Union Pacific grade is of partic-ular interest. Coming in from the east to the Last Spike Site, this grade was used only for the first six months of operation. When the junction point between the two railroad companies was moved from Promontory Summit to Ogden in 1870, the Central Pacific grade was subsequently used. Their grade was considered superior because of its better design and condition; its construction was not rushed as much as was the construction of the Union Pacific grade, which had a number of hastily constructed trestles. To the west of the Last Spike Site, the Union Pacific grade was never completed and therefore never used. It tells the story of an abrupt stop to the construction process on April 8, 1869, when it was decided that Promontorv would be the meeting point between the two railroad companies. Along this stretch of grade, visitors can see partially constructed grade, culverts, and cuts. Besides being a primary historic fea-ture at the historic site, the railroad grades at Promontory are also histori-cally significant in a larger context. From Omaha, Nebraska, to Sacramento, California, the entire 1,776 miles of the 1863- 1869 transcon-tinental railroad construction project received in 1968 a National Historic Civil Engineering Landmark Citation by the American Society of Civil Engineers. In short, the well- preserved rail bed at Promontory pays respect to the overall construction job that was accomplished and the overcoming of tremendous obstacles such the Sierra Nevada Mountains. As it meanders up and over the Promontory Mountains, the railroad grades make a number of spectacular cuts straight through long sections of UTAH PRESERVATION limestone outcroppings. Drill marks made by hand- hammered iron rods can be seen at some locations. Remarkably similar to their 1869 appearance, these cuts tell the story of a rudimentary con-struction process of blasting powder and arduous hand labor by Chinese, Irish, and Mormon crews. Cuts on the Union Pacific grade to the west of the Last Spike Site were not fully completed; they show the stair- step cutting process used to allow a number of crews to work simultaneously in cutting through the hard rock. Equally impressive is the grading work that was done. A tremendous amount of material was moved to form the rail beds. Many borrow pits can be identified at intervals along the rail grades. Some even look as if fill material was just recently scraped away. Perhaps most impressive is the Big Fill site. Adjacent to the Big Fill is the Big Trestle site. It spans a ravine that is over 400 feet wide and 85 feet deep. It was constructed hurriedly and was noted as being extremely unstable during its six months of use. A few other smaller tres-tle sites can also be seen in the historic - - r---- has a vast amount of 1869 historic resources that maintain much of their original integrity. Other historic resources document the subsequent decades of Promontory's active rail operations. As a result, the historic site still maintains an atmosphere that reminds us of an earlier time in Utah's history. The site will continue to be a place for public use and appreciation. Visitor enjoyment can be greatly enhanced by seeing evidence and the actual remains of this historic period. The historic site is, in essence, an outdoor museum of historic features that document a tran-sition of railroad maintenance and con-struction technology used during the 69 years that trains passed through Promontory. One only has to plan a lit-tle more time when visiting Promontory to walk or drive along the historic transcontinental rail bed to see and fully appreciate the magnificence of the historic Promontory landscape. site. At the east end of the historic site, verts in the historic site tell a story about Bruce Powell is superintendent of the Golden Spike National Historic Site. two historic Southern Pacific trestles are still standing; one is believed to have been built in the 1880' s, while another dates to 1938. Along the historic grade at Promontory, discerning visitors will be able to locate 17 historic culverts. These features were constructed to effi- The " stalr- step" cutting process was used for excavations along the Union Pacific grade In 1869. changes in style and construction tech-nology for building needed railroad SUP-port features. Additionally, during the final months of construction in early 1869, a large number of railroad workers would have been living in close proximity to construction project sites. Railroad cient water drainage workers would have likely at wash locations. built simple, temporary While some culverts Besides beinga structures for shelter and date to 1869, a num- warmth. Structures thought ber were built at var- prh'laly historic fiatare to have been in existence ious times between include pit dwellings cov- 1869 to 1938. at the ~ k tsit~ e, er~ ed byi ten~ ts, s tone wall During this 69- year structures, and even caves. period when the Because of the large col- ~ a irnolle~ d through the railroad grades at lection of historic features Promontory, the rail- and its mark on the land-road was continually PmmOntOly are aho scape, Chlden Spike maintained and National Historic Site has upgraded. For been classified as a cultural example, it is hist01. icalb s@ ifiCant landscape. Park Service believed that a num- staff are now in the process ber of additional cul- in a larger context. of further researching this verts were installed landscape to more fully in 1916. Others were understand the significance lengthened at this same time, apparently because the grade was widened. The cul-of the numerous interrelated historic features Present at the historic site. Golden snikp National Historic Site UTAH PRESERVATION National Park Service architect Sayre Hutchinson directs placement of the rebuilt culvert. HISTORIC RAILROAD CULVERT WORK COMPLETED Bmce Powell Employees at the Golden Spike National Historic Site recently completed a week- long job of replacing a wooden exten-sion on a historic 1869 stone culvert. This work project is part of a much larger array of cultural resource preservation activities being undertaken to maintain the rich his-toric and archeological resources in the Golden Spike National Historic Site. Culvert CP- 685.7 is mainly a stone cul-vert, constructed by the Central Pacific Railroad in 1868 or 1869 when the transcontinental railroad was being com-pleted. It is located 685.7 miles from Sacramento; from Promontory, it is about four miles west of the Last Spike Site. In 1916, there is evidence that the Southern Pacific Railroad decided to widen the rail-road grade in a number of places. At culvert CP- 685.7, a wooden box extension was placed on the north side to accommodate the widened rail bed. The stone portion of Culvert CP- 685.7 is in good condition, but the wooden extension had been deterio-rating over the last two decades, according to park inventory records. A recent assessment found that it would be impossible to preserve or rehabilitate any of the original red-wood on the box- shaped extension on Culvert CP- 685.7. Practically all wood had completely rotted over its 80- year life. The culvert is located in an active wash area, and there is still a need to allow run- off water to flow under the historic railroad grade. In keeping with historic preservation standards, park officials decided to replace the cul-vert in kind - with similar materials and an identical design. The original box culvert extension was carefully docu-mented and photographed prior to its excavation and removal. Planning and preparation for this project was three months in the making. Redwood planking was obtained from a local source, and nails were obtained that approximate those used in 1916. The new box extension was carefully assembled and then mounted into place with minimal earth disturbance. While it is clearly marked with a 1996 date so as not to confuse visitors, the new cul-vert extension maintains the historic char-actor and integrity of the railroad grade. |
